A jet igniter, a gas jet combustion system, an engine and an ignition method

Abstract

The invention belongs to the technical field of gas fuel engines, and proposes a jet igniter, a gas jet combustion system, an engine and an ignition method. The invention cooperates an electromagnet and an armature arranged in a pressure chamber. When hydrogen enters the hydrogen chamber through a hydrogen channel in the jet igniter, the electromagnet is not energized, and the armature is pressed tightly against a lower cover of the hydrogen chamber under the action of a spring, and the hydrogen is sealed in the hydrogen chamber. When the ignition plug reaches a preset range near the top dead center, the electromagnet is controlled to be energized, and the armature rises to overcome the pressure of the spring under the action of the electromagnetic force, so that the hydrogen chamber and the pressure chamber are connected, and the hydrogen is sprayed into the combustion chamber through a spray hole. The accumulation of hydrogen in the pressure chamber can increase the pressure of the pressure chamber. When the hydrogen chamber and the pressure chamber are connected, the increase in pressure accelerates the jet speed of the hydrogen, greatly improving the combustion speed of the ammonia engine and improving the thermal efficiency of the ammonia engine.

Description

Technical Field

[0001] The invention belongs to the technical field of gas fuel engines, and in particular relates to a jet igniter, a gas jet combustion system, an engine and an ignition method. Background Art

[0002] In order to control the carbon emissions of internal combustion engines, the research on low-carbonization and zero-carbonization of internal combustion engines has received much attention. Ammonia and hydrogen are both zero-carbon emission combustion and are carbon-neutral fuels in the future. Due to the difficulty in igniting ammonia, current ammonia engines basically use ammonia partial cracking gas spark ignition technology or diesel-ignited ammonia engines. Spark-ignited ammonia cracking gas engines have problems such as slow combustion speed and low thermal efficiency, while diesel-ignited ammonia engines increase carbon and particulate emissions due to the introduction of diesel.

[0003] The inventors have discovered that in order to achieve zero carbon emissions and realize rapid combustion technology, some large internal combustion engines use pre-combustion chamber hydrogen ignition and ammonia ignition technology. A pre-combustion chamber is installed at the bottom of the cylinder head. The pre-combustion chamber uses a special cooling device. Ammonia enters the main combustion chamber, and hydrogen is sprayed in the pre-combustion chamber. The ammonia / hydrogen mixture in the pre-combustion chamber is ignited by a spark plug. The problem with this technology is that if too much hydrogen is sprayed into the pre-combustion chamber, it will cause oxygen deficiency in the internal mixture. If the amount of hydrogen sprayed is too little, the ignition performance will be reduced due to the incorporation of ammonia during the compression process. At the same time, the volume of the pre-combustion chamber cannot be made too large, the ignition energy is limited, and the effect of increasing the combustion speed of the gas is weak. In addition, medium and small internal combustion engines such as automotive engines do not have space to install a pre-combustion chamber, and the pre-combustion chamber ignition technology cannot be used. Summary of the invention

[0004] In order to solve the above problems, the present invention proposes a jet igniter, a gas jet combustion system, an engine and an ignition method, which realizes a jet rapid combustion mode of a gas with a high flame propagation speed, and solves the problems of slow combustion speed and low thermal efficiency of existing ammonia engines.

[0005] In order to achieve the above-mentioned object, in a first aspect, the present invention provides a jet igniter, which adopts the following technical solution:

[0006] A jet igniter, comprising:

[0007] a hydrogen chamber, one end of which is connected to a hydrogen channel;

[0008] A pressure chamber is arranged at the other end of the hydrogen chamber, the hydrogen chamber and the pressure chamber are separated by a hydrogen chamber lower cover, and at least one vent hole is provided on the hydrogen chamber lower cover; at least one hydrogen spray hole is provided on the side wall of the pressure chamber;

[0009] At least one electromagnet is disposed in the hydrogen chamber at one end close to the hydrogen passage;

[0010] At least one armature is arranged at one end of the hydrogen chamber close to the vent hole, and a vent hole plug is fixed on the armature; the armature is connected to the inner wall of one end of the hydrogen chamber close to the hydrogen channel through a spring.

[0011] Furthermore, an ignition plug is provided at one end of the pressure chamber away from the hydrogen chamber.

[0012] Furthermore, the pressure chamber is a conical cylinder.

[0013] In order to achieve the above-mentioned object, in a second aspect, the present invention further provides a gas jet combustion system, which adopts the following technical solution:

[0014] A gas jet combustion system comprises an ammonia fuel supply device and a hydrogen supply device; the hydrogen supply device is connected to a jet igniter through a hydrogen channel; the jet igniter comprises:

[0015] a hydrogen chamber, one end of which is connected to a hydrogen channel;

[0016] A pressure chamber is arranged at the other end of the hydrogen chamber, the hydrogen chamber and the pressure chamber are separated by a hydrogen chamber lower cover, and at least one vent hole is provided on the hydrogen chamber lower cover; at least one hydrogen spray hole is provided on the side wall of the pressure chamber;

[0017] At least one electromagnet is disposed in the hydrogen chamber at one end close to the hydrogen passage;

[0018] At least one armature is arranged at one end of the hydrogen chamber close to the vent hole, and a vent hole plug is fixed on the armature; the armature is connected to the inner wall of one end of the hydrogen chamber close to the hydrogen channel through a spring.

[0019] Furthermore, the ammonia fuel supply device includes a liquid ammonia tank, an ammonia vaporizer connected to the liquid ammonia tank, an ammonia storage tank connected to the ammonia vaporizer, an ammonia valve connected to the ammonia storage tank, an ammonia pressure regulator connected to the ammonia valve, and an ammonia rail connected to the ammonia pressure regulator.

[0020] Furthermore, an ammonia pressure sensor is provided on the ammonia rail.

[0021] Furthermore, the hydrogen supply device includes a hydrogen cylinder, a hydrogen shut-off valve connected to the hydrogen cylinder, a hydrogen pressure reducer connected to the hydrogen shut-off valve, a hydrogen rail pressure adjustment unit connected to the hydrogen pressure reducer, and a hydrogen common rail pipe connected to the hydrogen rail pressure adjustment unit; the hydrogen common rail pipe is connected to the hydrogen channel; and a hydrogen pressure sensor is provided on the hydrogen common rail pipe.

[0022] Furthermore, a hydrogen transient pressure regulating device is connected to the hydrogen common rail pipe, and one end of the hydrogen transient pressure regulating device away from the hydrogen common rail pipe is connected to the ammonia rail.

[0023] In order to achieve the above-mentioned purpose, in a third aspect, the present invention further provides an engine, which adopts the following technical solution:

[0024] An engine includes an intake pipe, an exhaust pipe and a jet igniter;

[0025] The air intake pipe is connected to an ammonia fuel supply device through a pipeline, and the jet igniter is connected to a hydrogen supply device through a hydrogen channel. The jet igniter includes:

[0026] a hydrogen chamber, one end of which is connected to a hydrogen channel;

[0027] A pressure chamber is arranged at the other end of the hydrogen chamber, the hydrogen chamber and the pressure chamber are separated by a hydrogen chamber lower cover, and at least one vent hole is provided on the hydrogen chamber lower cover; at least one hydrogen spray hole is provided on the side wall of the pressure chamber; an ignition plug is provided at one end of the pressure chamber away from the hydrogen chamber;

[0028] At least one electromagnet is disposed in the hydrogen chamber at one end close to the hydrogen passage;

[0029] At least one armature is arranged at one end of the hydrogen chamber close to the vent hole, and a vent hole plug is fixed on the armature; the armature is connected to the inner wall of one end of the hydrogen chamber close to the hydrogen channel through a spring.

[0030] In order to achieve the above-mentioned purpose, in a fourth aspect, the present invention also provides an engine ignition method, which adopts the following technical solution:

[0031] An engine ignition method adopts the engine as described in the third aspect, including: hydrogen enters the hydrogen chamber through the hydrogen channel in the jet igniter, at this time the electromagnet is not energized, the armature is pressed tightly against the lower cover of the hydrogen chamber under the action of the spring, and the hydrogen is sealed in the hydrogen chamber; when the ignition plug reaches a preset range near the top dead center, the electromagnet is controlled to be energized, the armature rises under the action of the electromagnetic force to overcome the pressure of the spring, so that the hydrogen chamber and the pressure chamber are connected, and the hydrogen is sprayed into the combustion chamber through the spray hole to ignite the engine.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] 1. The present invention cooperates with an electromagnet and an armature arranged in the pressure chamber. When hydrogen enters the hydrogen chamber through the hydrogen channel in the jet igniter, the electromagnet is not energized. The armature is pressed tightly against the lower cover of the hydrogen chamber under the action of a spring, and the hydrogen is sealed in the hydrogen chamber. When the ignition plug reaches a preset range near the top dead center, the electromagnet is controlled to be energized. The armature rises to overcome the pressure of the spring under the action of the electromagnetic force, so that the hydrogen chamber and the pressure chamber are connected. Hydrogen is sprayed into the combustion chamber through the spray hole. The accumulation of hydrogen in the pressure chamber can increase the pressure of the pressure chamber. When the hydrogen chamber and the pressure chamber are connected, the increase in pressure accelerates the jet speed of hydrogen, greatly improving the combustion speed of the ammonia engine and the thermal efficiency of the ammonia engine.

[0034] 2. The present invention ensures the combustion speed and thermal efficiency of the ammonia engine through the design of the jet igniter on the basis of achieving zero carbon emissions and reducing nitrogen oxides (NOx) and particulate emissions. At the same time, the hydrogen supply device in the present invention is connected to the jet igniter through a hydrogen channel. The designed jet igniter can meet the ignition requirements, does not require the setting of a pre-combustion chamber, has good reliability, is easy to assemble and disassemble, and can achieve the purpose of energy conservation and emission reduction without significantly increasing costs. It has the characteristics of integrating efficiency, reliability and flexibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The drawings in the specification that constitute a part of this embodiment are used to provide a further understanding of this embodiment. The schematic embodiments of this embodiment and their descriptions are used to explain this embodiment and do not constitute improper limitations on this embodiment.

[0036] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention;

[0037] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention;

[0038] Among them, 100, ammonia hydrogen jet combustion engine; 101, engine; 102, jet igniter; 1021, ignition plug; 1022, hydrogen spray hole; 1023, hydrogen chamber lower cover; 1024, armature; 1025, spring; 1026, electromagnet; 1027, hydrogen chamber upper cover; 1028, hydrogen channel; 1029, jet igniter body; 102A, hydrogen chamber; 102B, pressure chamber; 103, ammonia nozzle; 104, exhaust pipe; 105, intake pipe; 200, ammonia fuel supply device; 201, ammonia pressure sensor; 202, liquid ammonia tank; 203, ammonia rail; 204, ammonia vaporizer; 205, ammonia pressure regulator device; 206, ammonia pressure regulating pipe; 207, ammonia storage tank; 208, ammonia pipeline; 209, ammonia valve; 300, hydrogen transient pressure regulating device; 301, low-pressure one-way valve; 302, medium-pressure one-way; 303, pressure relief control valve; 400, hydrogen supply device; 401, hydrogen common rail pipe; 402, hydrogen bottle; 403, hydrogen pressure sensor; 404, hydrogen stop valve; 405, hydrogen pressure reducer; 406, hydrogen pipeline; 407, hydrogen rail pressure adjustment unit; 4071, high-pressure pressure regulating valve; 4072, low-pressure pressure regulating valve; 4073, medium-pressure pressure regulating valve; 4074, pressure regulating control valve; 500, electronic control unit; 600, ignition module. DETAILED DESCRIPTION

[0039] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0040] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present application belongs.

[0041] Embodiment 1:

[0042] like Figure 1 As shown, this embodiment provides a jet igniter 102, including an ignition plug 1021, a hydrogen spray hole 1022, a hydrogen chamber lower cover 1023, an armature 1024, a spring 1025, an electromagnet 1026, a hydrogen chamber upper cover 1027, a hydrogen channel 1028, a jet igniter body 1029, a hydrogen chamber 102A and a pressure chamber 102B;

[0043] One end of the hydrogen chamber 102A is connected to the hydrogen channel 1028; specifically, an air inlet may be provided on the hydrogen chamber upper cover 1027 at the upper end of the hydrogen chamber 102A, the air inlet is communicated with the hydrogen channel 1028, and the hydrogen channel 1028 is connected to a hydrogen supply device;

[0044] The pressure chamber 102B is arranged at the other end of the hydrogen chamber 102A. Specifically, the hydrogen chamber 102A and the pressure chamber 102B are connected and separated by the hydrogen chamber lower cover 1023. At least one vent hole is provided on the hydrogen chamber lower cover 1023. At least one hydrogen spray hole 1022 is provided on the side wall of the pressure chamber. The pressure chamber 102B can be set as a conical cylinder so that hydrogen is sprayed in an inclined downward direction.

[0045] At least one electromagnet 1026 is provided, and the electromagnet 1026 is provided in the hydrogen chamber 102A at one end close to the hydrogen channel 1028;

[0046] At least one armature 1024 is provided, and the number of the armature 1024, the electromagnet 1026 and the vent hole corresponds to each other; the armature 1024 is provided at one end of the hydrogen chamber 102A close to the vent hole, and a vent hole plug is fixed on the armature 1024, and the vent hole plug can be provided as a conventional plug such as a rubber plug, and the vent hole plug cooperates with the vent hole to realize the closure of the vent hole; the armature 1024 is connected to the inner wall of one end of the hydrogen chamber 102A close to the hydrogen channel 1028 through the spring 1025.

[0047] An ignition plug 1021 is disposed at one end of the pressure chamber 102B away from the hydrogen chamber 102A. The ignition plug 1021 can be understood as a spark plug.

[0048] During operation, the electromagnet 1026 and the armature 1024 arranged in the pressure chamber 102B cooperate with each other, and when hydrogen enters the hydrogen chamber 102A through the hydrogen passage 1028 in the jet igniter 102, the electromagnet 1026 is not energized, and the armature 1024 is pressed against the lower cover 1023 of the hydrogen chamber under the action of the spring 1025, and the hydrogen is sealed in the hydrogen chamber 102A. The pressure in the hydrogen chamber 102A increases with the injection of hydrogen, and the ignition plug 1021 is controlled when it reaches a preset range near the top dead center. The electromagnet 1026 is energized, and the armature 1024 rises under the action of the electromagnetic force to overcome the pressure of the spring 1025, so that the hydrogen chamber 102A and the pressure chamber 102B are connected, and hydrogen is sprayed into the combustion chamber through the hydrogen spray hole 1022. The accumulation of hydrogen in the pressure chamber 102B can increase the pressure of the pressure chamber 102B. The increase in pressure makes the jet speed of hydrogen faster when the hydrogen chamber 102A and the pressure chamber 102B are connected, which greatly improves the combustion speed of the ammonia engine and improves the thermal efficiency of the ammonia engine.

[0049] The hydrogen supply device is connected to the jet igniter 102 through the hydrogen channel 1028. The designed jet igniter 102 can meet the ignition requirements, does not require the setting of a pre-combustion chamber, has good reliability, is easy to assemble and disassemble, and can achieve the purpose of energy conservation and emission reduction without significantly increasing costs. It has the characteristics of integrating efficiency, reliability and flexibility.

[0050] Embodiment 2:

[0051] like Figure 2 As shown, this embodiment provides a gas jet combustion system, including an ammonia fuel supply device 200 and a hydrogen supply device 400; the hydrogen supply device 400 is connected to the jet igniter 102 as described in Example 1 through a hydrogen channel 1028;

[0052] Specifically, the gas jet combustion system includes the ammonia fuel supply device 200 and the hydrogen supply device 400 connected to the ammonia-hydrogen jet combustion engine 100, as well as a hydrogen transient pressure regulating device 300, an electronic control unit 500 and an ignition module 600.

[0053] The ammonia-hydrogen jet combustion engine 100 includes an engine 101, a jet igniter 102, an ignition plug 1021, a hydrogen spray hole 1022, a hydrogen chamber lower cover 1023, an armature 1024, a spring 1025, an electromagnet 1026, a hydrogen chamber upper cover 1027, a hydrogen channel 1028, a jet igniter body 1029, a hydrogen chamber 102A, a pressure chamber 102B, an ammonia nozzle 103, an exhaust pipe 104 and an intake pipe 105. Specifically, the ammonia-hydrogen jet combustion engine 100 is used to realize that ammonia enters the engine cylinder in a premixed or layered mixed manner, and hydrogen is sprayed into the ammonia / air mixture in the form of a high-pressure jet near the top dead center to form a hydrogen jet spray beam. After the hydrogen spray is completed, the hydrogen spray beam is quickly ignited. Utilizing the characteristic of its fast flame propagation speed, the flame quickly propagates along the hydrogen spray beam, forming multiple ammonia ignition flame beams in the cylinder, realizing rapid combustion of ammonia and performing work externally.

[0054] The jet igniter 102 includes an ignition plug 1021, a hydrogen spray hole 1022, a hydrogen chamber lower cover 1023, an armature 1024, a spring 1025, an electromagnet 1026, a hydrogen chamber upper cover 1027, a hydrogen channel 1028 and a jet igniter body 1029; specifically, the jet igniter 102 is used to realize the injection of high-pressure hydrogen according to a predetermined injection time, injection pressure and injection amount, and integrates an ignition function to ignite the hydrogen spray beam at an appropriate time.

[0055] The fuel injected by the ignition injector 102 is a gas with a high flame propagation speed and low ignition energy, such as hydrogen. The process of the mixture forming combustion is to first form an ammonia / air mixture in the cylinder, and then inject high-pressure hydrogen near the compression top dead center. After the hydrogen injection is completed, the formed hydrogen spray beam is quickly ignited, and the flame quickly propagates from the spray head along the spray tail to form multiple spray torches. The burning spray torches ignite the surrounding ammonia / air mixture, thereby realizing multi-region and multi-point synchronous ignition and rapid combustion of ammonia in the combustion chamber.

[0056] The ammonia fuel supply device 200 includes an ammonia pressure sensor 201, a liquid ammonia tank 202, an ammonia rail 203, an ammonia vaporizer 204, an ammonia pressure regulator 205, an ammonia pressure regulating pipe 206, an ammonia storage tank 207, an ammonia pipeline 208 and an ammonia valve 209; specifically, the ammonia fuel supply device 200 vaporizes liquid ammonia, stores a certain amount of ammonia, adjusts the pressure of ammonia, and sprays ammonia in a timely and quantitative manner according to the instructions of the electronic control unit.

[0057] The hydrogen transient pressure regulating device 300 includes a low-pressure one-way valve 301, a medium-pressure one-way valve 302 and a pressure relief control valve 303; specifically, the hydrogen transient pressure regulating device 300 is used to quickly discharge part of the hydrogen in the hydrogen rail and mix it with ammonia when the engine operating condition changes and the electronic control unit instructs the hydrogen injection rail pressure to decrease, so as to achieve a rapid change of the hydrogen injection pressure from the high rail pressure to the medium rail pressure and the low rail pressure.

[0058] The hydrogen supply device 400 includes a hydrogen common rail pipe 401, a hydrogen cylinder 402, a hydrogen pressure sensor 403, a hydrogen shut-off valve 404, a hydrogen pressure reducer 405, a hydrogen pipeline 406, a hydrogen rail pressure adjustment unit 407, a high-pressure pressure regulating valve 4071, a low-pressure pressure regulating valve 4072, a medium-pressure pressure regulating valve 4073 and a pressure regulating control valve 4074; specifically, the hydrogen supply device 400 is used to store hydrogen and reduce the pressure of hydrogen to different rail pressures to supply it to the injection igniter.

[0059] The hydrogen rail pressure adjustment unit 407 includes a high-pressure pressure regulating valve 4071, a low-pressure pressure regulating valve 4072, a medium-pressure pressure regulating valve 4073 and a pressure regulating control valve 4074; specifically, the pressure regulating control valve adjusts the pressure of the hydrogen common rail pipe 401 to the required pressure and keeps it stable according to the instruction of the electronic control unit 500.

[0060] The regulating pressure of the medium-pressure regulating valve 4073 of the pressure regulating control valve assembly is the same as the opening pressure of the medium-pressure check valve 302 of the pressure relief control valve, and the regulating pressure of the low-pressure regulating valve 4072 of the pressure regulating control valve assembly is the same as the opening pressure of the low-pressure check valve 302 of the pressure relief control valve.

[0061] The electronic control unit 500 is used to control the working process of the engine. The ignition module 600 is used to control the ignition time and ignition energy of the jet igniter 102.

[0062] The working process or principle of this embodiment is:

[0063] When the engine is working, the ammonia fuel supply device 200 uses the heat provided by the engine exhaust gas to vaporize the liquid ammonia through the ammonia vaporizer 204. The vaporized ammonia has a certain pressure and is stored in the ammonia storage tank 207. The ammonia flows from the storage tank through a pipeline into the ammonia pressure regulator 205. A pipeline of the ammonia pressure regulator 205 is connected to the intake pipe. The pressure of the ammonia pipeline after the ammonia pressure regulator 205 can be adjusted to a certain pressure difference higher than the intake pipe through the action of the pressure regulating spring to ensure the accuracy of the metering during ammonia injection and to accurately control the air-fuel ratio during engine combustion. The electronic control unit 500 controls the injection amount of ammonia according to the pre-calibrated MAP, injects ammonia into the intake pipe, and then enters the cylinder to form a mixed gas with a certain concentration.

[0064] The hydrogen supply device 400 first reduces the pressure of the hydrogen stored in the hydrogen cylinder 402 through the hydrogen pressure reducer 405 , and then adjusts the pressure of the hydrogen to a different rail pressure through the hydrogen rail pressure adjustment unit 407 and supplies the hydrogen to the hydrogen common rail pipe 401 .

[0065] The injection igniter 102 injects the hydrogen in the hydrogen common rail pipe 401 into the cylinder of the engine 101 in a high-pressure injection manner at a certain time before the top dead center according to the instruction of the electronic control unit 500 to form a hydrogen jet spray.

[0066] After the hydrogen injection is completed, the electronic control unit 500 controls the ignition plug 1021 to ignite through the ignition module 600, ignites the formed hydrogen spray beam, and the flame quickly propagates along the spray beam tail to the spray beam head to form multiple spray beam torches. The burning spray torches ignite the surrounding ammonia / air mixture to achieve multi-region and multi-point synchronous ignition and rapid combustion of ammonia in the combustion chamber.

[0067] The hydrogen rail pressure adjustment unit 407 and the hydrogen transient pressure adjustment device 300 are controlled by the electronic control unit 500 to work together to achieve rapid adjustment of the hydrogen injection rail pressure according to the working conditions of the engine during the operation of the engine. The hydrogen rail pressure adjustment unit 407 can be provided with three different rail pressures: a high pressure regulating valve 4071, a low pressure regulating valve 4072 and a medium pressure regulating valve 4073. The high pressure, low pressure and medium pressure in the high pressure regulating valve 4071, the low pressure regulating valve 4072 and the medium pressure regulating valve 4073 can be understood as three different values, and the magnitude relationship is that the high pressure is greater than the medium pressure and greater than the low pressure. When the engine is started or working at a low load, the hydrogen pipeline is connected to the L port of the pressure regulating control valve 4074, and the pressure supplied to the hydrogen common rail pipe 401 is adjusted to the low rail pressure; when the engine is working at a medium load, the electronic control unit 500 controls the electromagnet of the pressure regulating control valve 4074 to move the valve core to the left, so that the hydrogen pipeline is connected to the M port of the pressure regulating control valve 4074, and the pressure supplied to the hydrogen common rail pipe 401 is adjusted to the middle rail pressure; when the engine is working at a high load, the electronic control unit 500 controls the electromagnet of the pressure regulating control valve 4074 to move the valve core to the right, so that the hydrogen pipeline is connected to the H port of the pressure regulating control valve 4074, and the pressure supplied to the hydrogen common rail pipe 401 is adjusted to the high rail pressure. When the engine transitions from high load to medium and low load, the pressure regulating control valve 4074 controls the valve core to respectively connect the M port and the L port of the hydrogen pipeline. In order to ensure that the pressure of the hydrogen common rail pipe 401 is rapidly reduced, the electronic control unit 500 controls the valve core of the pressure relief control valve 303 to move, connect the B port and the pipeline of the medium-pressure check valve 302 or the A port and the pipeline of the low-pressure check valve 301, so that part of the hydrogen in the hydrogen common rail pipe 401 is rapidly discharged into the ammonia pipeline.

[0068] The injection igniter 102 controls the injection of hydrogen. During the ammonia intake and compression processes, hydrogen enters the hydrogen chamber 102A through the hydrogen channel 1028 and the hydrogen chamber upper cover 1027 in the injection igniter 102. At this time, the electromagnet 1026 is not energized, and the armature 1024 is pressed tightly against the hydrogen chamber lower cover 1023 under the action of the spring 1025, and the hydrogen is sealed in the hydrogen chamber 102A. When the piston reaches the vicinity of the top dead center, the electronic control unit 500 controls the electromagnet 1026 to be energized, and the armature 1024 rises under the action of the electromagnetic force to overcome the pressure of the spring, so that the hydrogen chamber 102A and the pressure chamber 102B are connected, and the high-pressure hydrogen is sprayed into the combustion chamber through the spray hole. When the electromagnet 1026 is de-energized, the armature 1024 returns to its original position under the action of the spring to stop injection.

[0069] This embodiment utilizes the characteristics of fast flame propagation speed and low ignition energy of the pilot fuel hydrogen to ignite the main fuel ammonia in multiple areas and large flame surfaces in the cylinder, thereby achieving rapid and complete combustion of the ammonia, improving the thermal efficiency of the engine, achieving zero carbon emissions and reducing other harmful emissions.

[0070] Embodiment 3:

[0071] An engine includes an intake pipe 105, an exhaust pipe 104 and a jet igniter 102, including an ignition plug 1021, a hydrogen spray hole 1022, a hydrogen chamber lower cover 1023, an armature 1024, a spring 1025, an electromagnet 1026, a hydrogen chamber upper cover 1027, a hydrogen passage 1028, a jet igniter body 1029, a hydrogen chamber 102A and a pressure chamber 102B;

[0072] One end of the hydrogen chamber 102A is connected to the hydrogen channel 1028; specifically, an air inlet may be provided on the hydrogen chamber upper cover 1027 at the upper end of the hydrogen chamber 102A, the air inlet is communicated with the hydrogen channel 1028, and the hydrogen channel 1028 is connected to a hydrogen supply device;

[0073] The pressure chamber 102B is arranged at the other end of the hydrogen chamber 102A. Specifically, the hydrogen chamber 102A and the pressure chamber 102B are connected and separated by the hydrogen chamber lower cover 1023. At least one vent hole is provided on the hydrogen chamber lower cover 1023. At least one hydrogen spray hole 1022 is provided on the side wall of the pressure chamber. The pressure chamber 102B can be set as a conical cylinder so that hydrogen is sprayed in an inclined downward direction.

[0074] At least one electromagnet 1026 is provided, and the electromagnet 1026 is provided in the hydrogen chamber 102A at one end close to the hydrogen channel 1028;

[0075] At least one armature 1024 is provided, and the number of the armature 1024, the electromagnet 1026 and the vent hole corresponds to each other; the armature 1024 is provided at one end of the hydrogen chamber 102A close to the vent hole, and a vent hole plug is fixed on the armature 1024, and the vent hole plug can be provided as a conventional plug such as a rubber plug, and the vent hole plug cooperates with the vent hole to realize the closure of the vent hole; the armature 1024 is connected to the inner wall of one end of the hydrogen chamber 102A close to the hydrogen channel 1028 through the spring 1025.

[0076] It should be noted that the engine in this embodiment adopts the jet igniter 102 in Embodiment 1 or the gas jet combustion system in Embodiment 2.

[0077] Embodiment 4:

[0078] The present embodiment provides an engine ignition method, which uses the engine described in Example 3, including: hydrogen enters the hydrogen chamber 102A through the hydrogen channel 1028 in the jet igniter 102, at which time the electromagnet 1026 is not energized, and the armature 1024 is pressed tightly against the hydrogen chamber lower cover 1023 under the action of the spring 1025, and the hydrogen is sealed in the hydrogen chamber 102A; when the ignition plug 1021 reaches a preset range near the top dead center, the electromagnet 1026 is controlled to be energized, and the armature 1024 rises under the action of the electromagnetic force to overcome the pressure of the spring 1025, so that the hydrogen chamber 102A and the pressure chamber 102B are connected, and the hydrogen is sprayed into the combustion chamber through the spray hole 1022 to ignite the engine.

[0079] The above description is only a preferred embodiment of the present embodiment and is not intended to limit the present embodiment. For those skilled in the art, the present embodiment may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present embodiment shall be included in the protection scope of the present embodiment.

Claims

1. A gas jet combustion system, characterized in that: It includes an ammonia fuel supply device and a hydrogen supply device; the hydrogen supply device is connected to a jet igniter through a hydrogen channel; the jet igniter includes: a hydrogen chamber, one end of which is connected to a hydrogen channel; A pressure chamber is arranged at the other end of the hydrogen chamber, the hydrogen chamber and the pressure chamber are separated by a hydrogen chamber lower cover, the hydrogen chamber lower cover has at least one vent hole, and the side wall of the pressure chamber has at least one hydrogen spray hole; At least one electromagnet is disposed in the hydrogen chamber at one end close to the hydrogen passage; At least one armature is arranged at one end of the hydrogen chamber close to the vent hole, and a vent hole plug is fixed on the armature; the armature is connected to the inner wall of one end of the hydrogen chamber close to the hydrogen channel through a spring.

2. A gas jet combustion system according to claim 1, characterized in that: An ignition plug is arranged at one end of the pressure chamber away from the hydrogen chamber.

3. A gas jet combustion system according to claim 1, characterized in that: The pressure chamber is a conical cylinder.

4. A gas jet combustion system according to claim 1, characterized in that: The ammonia fuel supply device includes a liquid ammonia tank, an ammonia vaporizer connected to the liquid ammonia tank, an ammonia storage tank connected to the ammonia vaporizer, an ammonia valve connected to the ammonia storage tank, an ammonia pressure regulator connected to the ammonia valve, and an ammonia rail connected to the ammonia pressure regulator.

5. A gas jet combustion system as claimed in claim 4, characterized in that: An ammonia pressure sensor is arranged on the ammonia rail.

6. A gas jet combustion system as claimed in claim 4, characterized in that: The hydrogen supply device includes a hydrogen cylinder, a hydrogen shut-off valve connected to the hydrogen cylinder, a hydrogen pressure reducer connected to the hydrogen shut-off valve, a hydrogen rail pressure adjustment unit connected to the hydrogen pressure reducer, and a hydrogen common rail pipe connected to the hydrogen rail pressure adjustment unit; the hydrogen common rail pipe is connected to the hydrogen channel; and a hydrogen pressure sensor is provided on the hydrogen common rail pipe.

7. A gas jet combustion system according to claim 6, characterized in that: The hydrogen common rail pipe is connected to a hydrogen transient pressure regulating device, and one end of the hydrogen transient pressure regulating device away from the hydrogen common rail pipe is connected to the ammonia rail.

8. An engine, characterized in that: Includes intake pipe, exhaust pipe and jet igniter; The air intake pipe is connected to an ammonia fuel supply device through a pipeline, and the jet igniter is connected to a hydrogen supply device through a hydrogen channel. The jet igniter includes: a hydrogen chamber, one end of which is connected to a hydrogen channel; A pressure chamber is arranged at the other end of the hydrogen chamber, the hydrogen chamber and the pressure chamber are separated by a hydrogen chamber lower cover, and at least one vent hole is provided on the hydrogen chamber lower cover; at least one hydrogen spray hole is provided on the side wall of the pressure chamber; an ignition plug is provided at one end of the pressure chamber away from the hydrogen chamber; At least one electromagnet is disposed in the hydrogen chamber at one end close to the hydrogen passage; At least one armature is arranged at one end of the hydrogen chamber close to the vent hole, and a vent hole plug is fixed on the armature; the armature is connected to the inner wall of one end of the hydrogen chamber close to the hydrogen channel through a spring.

9. An engine ignition method, characterized in that: An engine as claimed in claim 8 is used, comprising: hydrogen enters the hydrogen chamber through the hydrogen channel in the jet igniter, at which time the electromagnet is not energized, the armature is pressed tightly against the lower cover of the hydrogen chamber under the action of the spring, and the hydrogen is sealed in the hydrogen chamber; when the ignition plug reaches a preset range near the top dead center, the electromagnet is controlled to be energized, the armature rises under the action of the electromagnetic force to overcome the pressure of the spring, so that the hydrogen chamber and the pressure chamber are connected, and the hydrogen is sprayed into the combustion chamber through the spray hole to ignite the engine.

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